Hydraulic turbo brake



March 18, 1958 H. SCHNEIDER HYDRAULIC TURBO BRAKE '7 Sheets-Sheet 1 Filed June 9, 1952 March 18, 1958 H. SCHNEIDER 2,827,133

HYDRAULIC TURBO BRAKE Filed June 9, 1952 7 Sheets-Sheet 2 March 18, 1958 H. SCHNEIDER 2,827,133

HYDRAULIC TURBO BRAKE March 18, 1958 H. scHNEuDER 2,827,133

HYDRAULIC TURBO BRAKE K Filed June 9, 1.952 '7 Sheets-Sheet 4 ND J 7 T N Oni/77 March 18, 1958 H. SCHNEIDER HYDRAULIC TURBO BRAKE 7 Sheets-Sheet 5 Filed June 9, 1952 March 18, 1958 H. SCHNEIDER 2,827,133

HYDRAULIC TURBO BRAKE Filed June 9, 1952 '7 Sheets-Sheet 6 j//H/IIIHHIHW i i wmzumww l 'arllmmlm/T @MMM March 18, 1958 H. SCHNEIDER 2,827,133

HYDRAULIC TURBO BRAKE Filed June 9, 1952 '7 Sheets-Sheet 7 Uii States @arent HYDRAULIC TURB BRAKE Heinrich Schneider, Muncie, 1nd., assigner to Schneider Brothers Company, a copartnership Application June 9, 1952, Serial No. 292,57?

Claims. (Cl. 18S-99) This application is a continuation-in-part of my application, Serial 'No. 147,921, tiled March 6, 1950, and now Patent No. 2,715,876.

The invention relates to hydraulic turbo brakes for general use out more particularly designed and intended for use Vin automotive vehicles, and especially those equipped with hydraulic'torque converters.

The principal object of my invention is to provide a hydraulic turbo brake as a built-in addition or adjunct on a hydraulic torque converter, the runner of the brake being rigidly mounted on the turbine shaft of the torque converter and the brake being operated with the same ilid that is used in the converter.

A salient feature of the invention is the use of a hydraulic kinetic turbo brake with turbo ring circuit comprising a rotor, which is herein called a runner and a stator, the runner and stator being bladed with a view to circulation therebetween of a maximum volume of huid by the use of blades that are preferably streamlined.

Another important object of my invention is the provision of means for cooling the brake uid including a fan operated adjacent the radiator through which the uid is circulated, the fan being driven by means of a turbine, which in turn is driven by the fluid discharged from the brake. Y

The invention is illustrated in the accompanying drawings, in which- Fig. l is a section in a longitudinal plane through a torque converter with a built-in hydraulic turbo brake provided in accordance with my invention, the section being taken on the line A-A of Fig. 2;

Fig. 2 is a rear view of the unit shown in Fig. 1;

Fig. 3 is a view partly in side elevation and partly in longitudinal section of an independent hydraulic turbo brake unit having a pair of runners in tandem operating in twin circuits;

Fig. 4 is an end view of the unit shown in Fig. 3;

Fig. 5 is a uid circuit and piping diagram for the hydraulic turbo brake and associated torque converter;

Fig. 6 is a fragmentary sectional detail of a portion of Fig. 5 showing' the turbine drive for the fan which is driven by the discharge fluid from the brake;

Fig. 7 is also a fragmentary sectional detail of a' portion of Fig. 5 showing the injector discharging into the inlet pipe of the brake;

Fig. 8 is another fragmentary sectional detail of a portion of Fig. 5 showing'the discharge valve of the brake;

Fig. 9 is still another fragmentary sectional detail of a portion of Fig. '5 showing the inlet valve of the brake;

Fig. l0 is a more or less diagrammatic section along the lines of Fig. 1 but showing a brake runner turning with the converter pump;

Fig. 1l is a section through another hydraulic turbo brake embodying a centrifugal pump turning with the brake runner for fast filling;

Fig. 12 is avview partly in side elevation and partly in longitudinal section showinganother application of the hydraulic turbo brakerin a locomo ve where the brakes are provided on the idler shaft of the reverse gears in the transfer gear box, as disclosed in my copending application, Serial No. 147,921, filed March 6, 1950, the brake construction here closely resembling that shown in Fig. 16;

Fig. 13 is another view partly in elevation and partly in section showing a twin hydraulic brake as another locomotive application, the same being mounted on the axle reduction gear housing, this dual brake closely resembling that disclosed in Figs. 3 and 4, and

Fig. 14l is a diagram of the cooling and circulation systern for hydraulic brakes, 'as originally disclosed in the aforesaid copending application.

Similar reference numeralsfare applied to corresponding parts throughout the views.

Referring trst to Figs. l and 2, two uid circuits are provided'in this composite design-a hydraulic turbo brake 2,9 and a hydraulic torque converter 21. The two iluid circuits are provided in a common housing 19 that is divided by a transverse wall`22 into a smaller brake compartment 23 and a larger torque converter compartment 24. In the brake compartment 23 the circuit is defined by a rotor'or runner 25 carrying blades 26, and a stator or reactor 27 which forms the rear cover plate for the housing 19 and carries blades 2S. The circuit of the torque converter21 is dened by the pump 29, the turbine 3l) andthe reaction member 31. The Huid chamber of the torque converter is closed by a front cover 32 which is bolted to and drives the pump 29. This cover 32 is suitably bolted to a plate 33 carrying gear teeth meshing with internal gear teeth in a ring gear 34 that is suitably bolted to the back of the ywheel F of an internal combustion engine in an automotive vehicle, the axial pilotbearing extension 35 on the plate 33 being suitably received in a bearing xed in coaxial relation to the rear end of the engine'crank shaft, similarly as disclosed, for example, in my Patent 2,333,681. The turbineV 30 is rigidly connected, as indicated at 36, with the output shaft 37 of the torque converter 21, and this shaft is also rigidly connected, as indicated at 38, to the hub 39 of the runner 25 of the brake 20. A bearing 4t) supports the front end of the shaft 37 in coaxial relationship to the torque converter housing, and the hub 39 is mounted in a bearing 41 carried in a ring bracket 42 on the rear cover plate 27 for support of the rear end of the shaft 37. The reaction member 31 of the torque converter is rigidly mounted on a sleeve bracket 43 which in turn is rigidly connected, as indicated at 44, to the partition wall 22. Communicating passages 45 and 46 are provided in the bracket 43 and wall 22, respectively, for conducting fluid into and out of the torque converter. rthe fluid for braking purposes is delivered through radial passages 47 provided in the rear cover plate 27, the iluid entering an annular brake inlet chamber 48 from which it flows into the brake uid circuit through an injector type ring nozzle 49. The brake uid is discharged, some through the ring gap 50 and some through holes 51 provided in circumferentially spaced `relation between the blades of the runner 25. VThe brake uid thus discharged passes through an outlet 52 provided in the peripheral wall ofthe brake lcompartment 23, the discharge being aided by the additional centrifugal action of impeller vanes 53 that are provided .on the Aouter side of the runner 25. In other words, similarly as the fluid iscirculated in the torque converter circuit by the centrifugal action of the pump 29 and caused to ow through the turbine 30 and reaction mem-ber 31, sois `the fluid circulated in the brake circuit by the centrifugal action of the blades 26 of the runner 25 discharging the uid on the outer part of the circuit into the blades 28 `ofthe stator or reactor 27, the iluid discharged from the radially inner ends of the blades 28 enthe` sump 59,/of theV Vtorque converter.

ofthe lower edges of the blades 53. The uid pressure inthe outletY 52 iby that time has/dropped suciently for the spring`58 to unseat theV ball 55 so that the Vremaining luid will drain promptly through the Vrelief valve 54 into Y A cross-pin 60 keeps the ball 55 confined close enough to its seat to insurev its closing promptly under. fluid pressure and yet permit the same to unseatpfar enughrrtoV permit drainage ofthe brake fluid in'themanner described,-

VReferring next to Figs.3 andv4, anrindependent brake u nit isnillustratedV havingtwimdual, r tandem brake means therein. Partscorresponding to what are disclosed in Figs. l and 2 have been given thegvsame numbers using prime'numerals,` Thus thephousing 1 9 corresponds to thehoursing 19 of Figs. l and 2, etc.` Shaft 61V has two 'runners-2 mounted thereonrinlopposed relation ona huh 62splined on the shaft. These runners have blades 26' which cooperatek with blades 28,' ofV arpair of stators or reactors 27 which, like the stator-2,7V ofFigs. 1 and 2, are in theV form o frcover plates bolted on the opposite ends ofthe housing19'. Theshaft 61 isvmounted in bearings 41Y provided in ringbracketsd42' securedto the covers 27'. These ring brackets 42! carry oil seals 63 which minimize leakage of oil from the unit, theseals cooperating with the hubs of couplinganges that-are secured to the opposite ends of the shaft 61 for connection with whatever shaft or shafts are to have the braking action applied thereto. With this construction the bladed runners and cooperating covers form two coaxial circular fluid circuits into which braking uid enters through passages 65 in the blades 28,- from annular'chambers 66 formed in the covers 27.l Brake uid is delivered to these yannular chambers `66 from the supply tank `67 (Fig. through Athe inlet valve 5 6.Y Brake iuid is discharged from the peripheries Aof Y the runners through clearance spaceA of runner and housing 19 and the circumferentially spaced openings 51. that are-provided in the runners-between the blades 26', and, here again, there Vare radial vanesV 53'V on the outer sides ofthe runners which helpto discharge the uid throughthe outlet 52. The oiljgdischarged through thev outlet52' passes/through the discharge valve 57 (Fig, 5) and'is ultimately returned torthe'tank 67, as shown in Fig. 5.A

Referring next to Fig. 5,'in Aorder to ll the brake 20 andfput it into operation, inletvalve 56'is opened so that Huid will flow through-pipes 69 and 70into the brake housing. Pipe 70, therefore,` communicates with inlets 47 `in the case of Figs. l and y2;an d inlet 47' in the case of Figs. 3 andV 4; The iiuidA discharged from the brake is conducted through-pipe 71 and dischargervalve 57 and pipe 7K2 to a'turbine 73` whereby to-drive-a -fan 74. The

- fluidleaving the turbine 73is conducted lthrough a pipe 75 into one end of a radiator 76A through which the Yiud is'conducted for cooling. Y

Thelcooled fluid ldischarged from the radiatoris conducted through Va pipe 77 back into the tank 67, whereit discharges Yinto any injector 78 communicating `with the inlet pipe 69 previously mentioned, completing the cycle. AY vparallel circuit is provided for thevtorque converter Mas-follows: Gear pump 79pumps iluid from tank 67 throughfpipe 8 0 and discharges the fluid into the torque 4 mamas 4 and radiator 76 through the injector 78 into the brake, or overow into the tank 67. A

In Fig. 6 there is illustrated the turbine 73 and fan 74 driven thereby. The turbine consists of a shaft 84 carrying turbine blades 85 inside a housing 86. The latter oil from the tank 67 to increase the flow of oil throughY the brake, or, when the inlet valve 56 (Fig. 5) is closed,

the oil is discharged into the tank 67. Fig. 8 illustrates theV discharge valvef,57/ oFig. 5.

valve 91 is providedin the housing.92 andarranged tube opened by the brake discharge pressure against the action of the Yspring 93. A certain amount ofclea'rance is provided at 94 to allow the valve 91 to open'against the light pressure of spring 93, but further openingl movement of the valve is restricted by` the .stem 95 when the valve 91, sliding onV the stem, strikes the annular shoulderl 96 and l moves the stem 95 and piston 97 in the cylinder 98, where the pump 29a connected thereto. The reaction vmemberconverter 21'through pipe 81. YThe torque converter is connected "through a pressure relief'valve 82 and pipe 83 4.with the .pipc.72. and hence any fluid dischargedrfro'm thetorque converter-will be conducted-throughturbine `73 a spring 99 is provided affording a much greater resist,-

ance to valvel opening movement. A` plunger 100 moves` a spring abutment 101 in the cylinder 98 to change the loading of spring 99 on. piston 97, and this plunger is arranged to be operated by manual operation of rod 102 which is connectedrto the outer end'ofv a lever 103 pivoted-withrrespect to the cylinder 98 at 104 and engaging. With this con-1 the plunger 100 intermediateeits ends. struction itwill be seenithatrvalve 91 operates automaticallyin response to discharge pressure of -lluid from theY brake, 20 (Fig. 5) and the valve opens' more when the speed of the brake runner is increased, but filling andV brakercapacity. can be overruled-and controlled-by mangl adjustment of rod 102'changing the pressure of spring Fig. 9 shows the vinlet valve 56 for the brake 20; Fluidtrom'tank` 67 keeps the inlet valve 56 closed, Vits valve element 105 acting as a check valve closing in the direction of low. Thevalve is, however, arranged to b e opened by compressed air delivered through the opening 106 into the cylinder-107in=front of the pis-y tonV 108 to open thevalve against-therresistance ofspring 109. When-the air pressureisreleased 'the valve closes under actionof thespring andisk also assisted-in its seating by the lfluid pressure. Y

FigslglO illustrates a variation in the design of Fig. l

ceived in a bearing 110 provided `inthe rear end of thev engine Ycrank shaft indicated at 111. Indicated atv 112 1s th'efflywheel'connected to the crank shaft and having Eilafis shown as rigidly connected with -thestationary housmg 19a by virtue. Vof vits connection .With the stator or reacto127a,that formsk the; rear cover-platevof 'the brake ,housingand is Vrigidly vconnected withi the torque converter housing 19a.

Fig. ll shows :still'anotherY brakelconstruction 20bin` which the runner 25b Vturns With th'eash'aft137b in the stationary housing 19b, and the stator or reactor 27b with the inside of the housing `rvsothatfluid can bedelivi ered to the brake circuit. To. speed upf'the filling of the brake and fluid circulation through the brake a` centrifugal pump impeller 113 is rigidly mounted on an extension 114 of the shaft 37b in a pump housing 115 formed as a central portion of the cover plate 27b and communicating around its outer periphery with the annular chamber 66h, whereby to pump fluid through the inlet 7917 and discharge it under pressure into the brake.

in operation, the hydraulic brake of Fig. V1, Fig. 3, Fig. 10, or Fig. 11, is preferably controlled by operation of the standard brake pedal that otherwise operates only the mechanical brake or air brake, the first portion of the pedal stroke being used to operate an air valve to open the inlet valve 55, further movement in the second portion of the pedal stroke serving to compress the spring E9 in the discharge valve 57 to increase iilling of the brake 211, after which the further movement of the brake pedal in the third portion of the stroke applies the mechanical or air brake and may, at the same time, close the inlet valve 56. Manual means may be provided to lock and unlock the plunger 169 of the discharge valve 57, by means of rod 102, whereby to insure its remaining in a predetermined position.

Figs. l2 and 13 illustrate two locomotive applications of the hydraulic turbo brake, and Fig. 14 shows the diagram of the cooling and circulation system for these brakes as originally disclosed in my copending application, Serial No. 147,921, filed March 6, 1950.

Referring to Fig. l2, the gear indicated at 116 is the idler gear of the reverse gearing in the transfer gear box 117 and is fixedly mounted on the shaft 118 carried in bearings 119 provided therefor in the housing 117. On each free end extension of the shaft 118 is mounted an impeller C forming part of a hydraulic brake 20c. Stationary housings 120 and 121 enclose impeller 25e, the blades 26C of which are substantially radially disposed and cooperate with the substantially radial blades 28e in housing 121, so that the latter constitutes a reaction member 27C. Each runner or impeller 26e has a centrifugal pump impeller 113 turning with it, the same as in Fig. 1l, for the same purpose. Seals 122 prevent brake uid from getting into the transfer box 29 from either brake housing. The brakes 26e are preferably operated with water, but could be operated with oil or other fluid.

Each brake 213e, as disclosed in the copending application, is arranged to be lled from a cool water tank 67 as shown diagrammatically in Fig. 14, the water owing through pipe 711 controlled by a S-way valve 56', and entering reaction member housing 121. The centrifugal pump impeller 113 mounted on shaft 118 discharges water into chamber 65h from whence it flows through channels 65h in blades 28C to substantially the center of the vortex ring formed by impeller 25C and reaction member 27o. The fluid is discharged from brake 211C at high pressure as a result of the rotation of impeller 25C,

the fluid going through pipes 72a and 72b communicating with a recess 52C at the periphery of housing 121). A relief valve 123 in pipe 72a lets the fluid escape through pipe 124 and through radiator 76a and pipe 12S back to tank 67', when the pressure exceeds a predetermined value. Fan 74a and radiator 76a are preferably the regular water cooling equipment for the power plants cooling water. As the power plant is idling during braking this radiator 76a is used here to cool the brake water. To obtain increased cooling capacity the fan speed is increased during braking by means of a turbine 73a driven by the discharge water from the brake 20c. Fan 74a draws air through radiator 76a and is driven by shafts 126 and 127 that are connected by means of bevel gears 128, shaft 127 being driven either directly by the power plant or some auxiliary power source. Shaft 127 also drives the turbine 73a, which is preferably of the Pelton type, comprising a runner 85a enclosed by housing 86a. Some of the water discharged from the brake 20c is led through pipe 72b to the turbine nozzle 'a and impinges on the .V5 buckets of turbine runner a whereby to drive fan 74a. A centrifugal pump 129 arranged below the turbine 73a on shaft 126 discharges the water from the turbine through pipes 130 and 124 to the radiator 76a and thence to tank 67'. A one-way clutch 131 arranged between sections of driving shaft 127 allows section 127 of shaft 127 to be driven at increased speed by the turbine 23a and run faster than the other section of shaft 127, the one-way clutch 131 meanwhile over-running. The turbine 73a idles when the brake 20c is not in use and fan 74a is then driven by means of one-way clutch 131 by shaft 127. Inlet valve 56' is a 3-way valve letting water from tank 67' pass to the brake 20c in open position, and in closed position (as shown) closing the water oif from the tank to the brake and letting atmospheric air through an opening 132 to the brake. The air is discharged by impeller 26C through pipe 72b and through turbine nozzle 87a or through the small by-pass pipe 133 to the tank 67', or both. This air circulation assists in completely blowing out the water from the brake 211C and cooling the brake during idling. By reducing the inlet Iarea suiiiciently a partial vacuum can be created in the brake 211C, which decreases the idling losses. By throttling either the water inlet valve 56 or the turbine nozzle 87a more or less, the filling of the brake 20c can be controlled and therewith the power absorption of the brake, The setting of the relief valve 123 determines the maximum power absorbing capacity of the brake. Y

Another arrangement of a hydraulic brake 29d on the axle drive gear housing 13d is shown in Fig. 13. This is a dual brake similar to that shown at 2d' in Pigs. 3 and 4. The large gear 13S on the axle 136 drives the pinion 137 of the brake shaft 61. Brake housing 19d encloses the brake impeller 25d which forms with housing 19d two vortex 'ring circuits to balance the thrust and double the braking capacity. The "eneral design, operation and cooling of this brake 20d is otherwise the same as described above for brakes 20, 2d', 2da, 21th and 2de. In Fig. 12 the brake 2XL-1c on opposite ends of shaft 113 are preferably operated in parallel with the same cooling and valve system, and, in fact, all of the brakes on the axles are operated in parallel.

While I have disclosed the, at present, preferred form of means for insuring complete and quick emptying of the brake of the operating fluid, I do not limit the invention to that specific means, because other means may be employed, such as a gear pump for withdrawal of the fluid, or a means for supplying compressed air to expel the fluid.

It is believed the foregoing description conveys a good understanding of the objects and advantages of my invention. The appended claims have been drawn to cover all legitimate modifications and adaptations.

I claim:

l. In a hydraulic brake system comprising a hydraulic turbo brake consisting of a rotor and a stator provided with coacting iiuid pockets, a radiator through which heated uid from the brake is circulated and from which cooled fluid is delivered to the brake, a fan for inducing air circulation through the radiator for heat exchange, and a turbine driving said fan and driven by the waste energy of the fluid discharged from the brake, whereby to increase the fan speed and accordingly the cooling effect with increase in braking action, said radiator being also adapted to cool liquid for an engine, there being a shaft driven by the engine drivingly connected with the fan through an overrunning clutch, whereby the fan is driven by the engine between operations of the brake and the fan is adapted to be driven by the turbine at increased speeds when the brake is operated, in which operations the overrunning clutch overruns.

2. In a hydraulic brake system, the combination of a hydraulic brake consisting of a rotor and a stator provided with coacting fluid pockets, a uid tank containing fluid for the brake circuit and connected to the inlet discharge side ofV the brake isV circulated Vbeforei return toA the huid tank, av manually'controlled inletvalvecontrolling delivery of huid from the tank to the brake inlet, a check valve on the discharge-side of the brake through which fluid inthe brake is discharged through the cooler back tothe tank, and; an automatic pressure responsive valve= through which the remainder` ofV theuid in the brake is adapted to-be emptied by gravity intoa sump, said valve being closed by a predetermined .pressure in the brake, t i

3'. Ina hydraulic'brake system, the combination of a hydraulic brake consisting of a rotor and a stator Y,provided with coacting huid pockets, a huid tank containing huid for the brakeY circuit and connected tothe inlet side of vthebrake, a cooler through which iluid' from the discharge side of the brake is circulated before return to the huid tank,a manually controlled inlet valve controlling delivery of fluid from thetank to the brake inlet,

Vacheck valve on the discharge side ofthe brake through being closed by a predeterminedvpressure in the brake, f

the discharge ofi anni fromme brake to the-means femm;

ingthe-flnidftothe source of fluid supply, the rotor back wall havinga plurality of small discharge holes communicating with the iluid-Y pockets in the rotor provided thereinV in circumferentiallyrspacedfrelation 'and'in laterallyspacd relation to said annular discharge passage and arranged for direct discharge into said outlet Aopening between the irnpeller vanes. K n

5'.Y In a hydraulic brake system, the combination ofia hydraulic brake consisting ofV a rotor and atstator pro` vided with coacting fluid pockets, a fluid tank containing fluid for the. brake circuit and connected to the inlet side of' thek brake, a cooler through which fluid Vfrom the discharge side' of the brake is circulated ,beforefre Y turn to the fluidy tank, a' manually controlled inlet valve controlling delivery of fluid from the tank tothe brake inlet, a clieckvalve onthe discharge side of the brake through which huidV in the brake is discharged through the'cooler back; to the tank, an injector in the huidtank connected with the discharge side of the brake and communicating with the inlet side of the brake as well as Vwith the inside of the tank, whereby when the inlet valve is closed huid discharged fromV the brake is discharged and Van injector in the huid tank connected with the dis- Y charge side of the brake and communicating-with the `inlet side of the braketas well as with the inside of the tank, whereby when the inlet valve is closed huid discharged from the brake is discharged into the tank, but Whenth'e 4. A hydraulic turbo brake comprising a housing, a

rotor and a stator therein provided` with coactingriluid pockets, means delivering operating fluid trom'- a source of huid supply to said brake through the stator yand returning the fluid from said brake to said source through anoutlet opening provided in the radially 'outer wall of said housing, said stator having its radially innerW portion so conformed with relation to the radially innerportion ofl the" rotor to define an annular injector passage through whichuidV is conducted and drawn from thestator into the uid pockets, the radially outer portionn of the stator being so conformed with relation to the radially outer Yportion of;the rotor to dene an annular dischargek passage in laterally spaced relation toA but'communicating with said outlet opening, the rotor having a substantially imperforate back wall and also having radiallyprojecting impeller vanes provided on the` back wall thereof in the Vpath of uid discharged from saidA pockets and operating directly across said outlet opening, whereby tospeed up into the tank, but when the inlet valve is openedl iluid discharged from the brake entrains huid' from the tank intothe inlet ofthe brake to speed up the filling. thereof and tol increase the circulation velocity through the cooling system.

References Cited in the hle of this patent UNITED STATES- PATENTS 1,080,743 AhlqUiSt Dec. 9, 1913 1,256,709: Ludeman Feb. 19, 1918 1,863,128- Salerni June 14, 1932 2,113,109 Materv Apr; 5, 1938 2,116,992 Weaver May 10, 1938 2,155,740V Seibold Apr. 25, 1939 2,250,702 Canaan July 29, 1941 2,267,852 Walker Dec. 30, 1941 Y 2,349,921 WernpVK May 30,1944 2,355,484 Teker Aug. 8, 1944 2,388,112 Black et'al.' Oct. 30, 1945 2,421,056 Dakc et al May 27, 1947 2,498,572 OLearyV Feb. 21, 1950 2,672,953l Cline Mar.123, 1954 2,720,945 WaldronV et al. Oct. 1,8, 1955 FOREIGN PATENTS 796,449 Y France ,Apr.,7, 1936 426,816 Germany Mar. 181926 251,900 Great Britain May 13, 19,26 

